High capacity low pollutant airport design

ABSTRACT

The airport construction includes a terminal area and a pair of generally parallel runways on opposite sides of the terminal area. Each of the runways has an end more proximate to the terminal area than its opposite end with the opposite ends extending in opposite directions from the proximate ends. Short or stub taxiways connect the proximate runway ends to the terminal area. Simultaneous aircraft landings and takeoffs are provided. Aircraft traffic is characterized as flowing from one end of the airport toward the terminal area and from the latter to the opposite end of the airport. The short taxiways reduce taxi time and distance for both landings and departures and, in conjunction with the flow through aircraft traffic pattern, minimize air and noise pollution.

United States Patent [191 Wilde 1 1 HIGH CAPACITY LOW POLLUTANT AIRPORTDESIGN [76] Inventor: Harold A. Wilde, 6640 S. W. 129th Terrace, Miami,Fla. 33156 [22] Filed: Feb. 26, 1971 [21] Appl.No.: 119,210

[52] U.S. Cl. ..244/1l4 R [51] Int. Cl. ..B64f 1/00 [58] Field of Search..244/1l4, 114 R [56] References Cited UNITED STATES PATENTSStrato-Port...Answer to Airport Problems? Aviation Age, December 1953,pages 32, 33.

Airports for the Present Cosmorama, February 1969, pages 65-68.

11] 3,729,153 [45] Apr. 24, 1973 Preparation of Airport Layout Plans,Federal Aviation Agency, Advisory Circular, AC 150/5310l, September1965, Appendix 3.

Airports at Sea, Time Magazine, May 30, 1969, Page 61.

Primary E.rc 1minerMilton Buchler Assistant Examiner-Paul E. SaubererAttorney-Li Blane & Shur 5 7 ABSTRACT 1 The airport constructionincludes a terminal area and a pair of generally parallel runways onopposite sides of the terminal area. Each of the runways has an end moreproximate to the terminal area than its opposite end with the oppositeends extending in opposite directions from the proximate ends. Short orstub taxiways connect the proximate runway ends to the terminal area.Simultaneous aircraft landings and takeoffs are provided. Aircrafttraffic is characterized as flowing from one end of the airport towardthe terminal area and from the latter to the opposite end of theairport. The short taxiways reduce taxi time and distance for bothlandings and departures and, in conjunction with the flow throughaircraft traffic pattern, minimize air and noise pollution.

9 Claims, 3 Drawing Figures Patented April 24, 1973 3 Sheets-Sheet l 0INVENTOR rfrmo 4 Mae: \4

477'OPIYEXS Patented April 24; 1973.

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9 imp/ ves wkirsarrs For/22s HIGH CAPACITY LOW POLLUTANT AIRPORT DESIGNThe.present invention relates to airport construction and particularlyrelates to a novel airport construction having high aircraft handlingcapacity and minimum impact on the quality of the environment in whichthe airport is sited.

With the substantial increase in air traffic in recent years, it hasbecome increasingly apparent that existing airports simply do not havethe capacity to handle current or projected air traffic. In manysituations, existing airports simply cannot be enlarged to accommodateincreases in air traffic since such airports are normally located in oradjacent urban areas which are becoming I increasingly populated.Additional land surrounding such airports simply becomes unavailable.Another and very significant aspect of the problem of a higher capacityairport is the effect that such airport has on the quality of theenvironment in the immediate area surrounding the airport. For example,with the ever increasing use of jet aircraft, noise and air pollutionemanating from jet engines has reached levels in the areas surroundingexisting airports which can no longer be tolerated. Thus, the problem ofproviding additional capacity to existing airports or constructing newhigh capacity airports consistent with the need for minimizing orreducing noise and air pollution attendant to airport operation hasbecome critical.

The present invention provides a novel airport construction whichminimizes or eliminates the foregoing and other problems associated withexisting airports and provides a novel airport construction havingvarious advantages in construction, operation and use in comparison withsuch prior airport facilities and particularly provides an airportconstruction having high aircraft handling capacity and minimum effecton the quality of the surrounding environment. To accomplish theforegoing, the present invention provides a novel airport constructionhaving a terminal area and a pair of generally parallel runwaysextending on opposite sides of the terminal area, each runway beingsufficient to accommodate aircraft landings and takeoffs. Each runway islocated such that an end thereof is located proximate the terminal area,the runways extending in opposite directions from their proximate ends.Short or stub taxiways connect between the proximate ends of the runwaysand the terminal area. In utilizing this airport layout and dependingupon wind direction, aircraft would use the remote ends of either runwayin landing in a direction toward the terminal area. Simultaneously withthe landing of an aircraft on one of the runways, another aircraft canbe taking off on the second runway in a direction away from the terminalarea. The traffic pattern of the present airport construction can thusbe characterized as flowing through the airport in one direction. Thatis to say, the flow of aircraft is from one end of the airport towardthe terminal area, i.e., landings, and from the terminal area in thesame direction toward the opposite end of the airport, i.e., departures.

A feature of the foregoing airport layout resides in the very shorttaxiing distance between the terminal area and the proximate ends of therunways. The distance between the terminal area and either the aircraftsinitial takeoff position on a runway or the position of the aircraft onthe runway after landing and being slowed to taxiing speed is verysignificantly reduced in comparison with corresponding distances inexisting airports. For example, an aircraft departing from an airportconstructed in accordance with the present invention simply taxis alongthe stub or short taxiways the short distance from the terminal area tothe proximate end of a runway in order to obtain a position for takeoff.Further, an incoming aircraft lands adjacent the remote end of the otherrunway and, when taxiing speed is obtained, is located in position closeto the end of the runway proximate the terminal area whereat a shorttaxiing distance to the terminal area remains.

Not only does the foregoing described unique aircraft flow patternincrease the capacity of the airport and reduce aircraft takeoff andlanding time, but also reduces and minimizes noise and air pollution asthe time in which the aircraft engines are running is substantiallyreduced. It has been found, with the foregoing arrangement of runwaysand terminal area, that taxiing distances in comparison with existingairports are cut approximately in half with consequent savings intaxiing costs and reductions in noise and air pollution.

Reductions in noise and air pollution are also provided in the presentairport construction by elimination of the need for using reverse thrustupon landing since landing aircraft can roll the full length of therunway toward the terminal area. Reverse thrust procedures upon landingcause higher than usual jet engine noise and objectionable emissionsfrom the jet engines. Thus by entirely eliminating the requirement forreverse thrust, the attendant noise and air pollution problems are alsoeliminated. Furthermore, the present airport construction concentratesthe existing noise and air pollution caused by the aircraft in thecentral or terminal area of the airport. This reduces the noise and airpollution levels at the perimeter of the airport and areas surroundingthe airport.

A further and very significant feature of the airport constructionhereof resides in the elimination of taxiway crossings with respect tothe runways. Since the runways extend from adjacent the terminal area inoppositedirections, and the taxiways connect the proximate ends of therunways directly with the terminal area, there is no need for taxiwayscrossing the runways.

Accordingly, it is a primary object of the present invention to providea novel airport construction having high aircraft handling capacity andreduced effect on the quality of the environment.

It is another object of the present invention to provide a novel airportconstruction wherein taxiing time and distances are minimized. I

It is still another object of the present invention to provide a novelairport construction wherein the flow of aircraft through the airport isin one direction, that is from one end of the airport to its oppositeend.

It is a further object of the present invention to pro-' vide a novelairport construction wherein the high noise and objectionable fuel burnemissions from aircraft emanating from use of reverse thrust uponlanding is entirely eliminated.

It is still a further object of the present invention to provide a novelairport construction wherein the existent noise and air pollution causedby the aircraft is concentrated at the center of the airport adjacentthe terminal area thus reducing the effect of such pollution about theperimeter of the airport.

It is a still further object of the present invention to provide a novelairport construction wherein the existent noise and air pollution causedby the aircraft is abated by bands of trees planted around the airportwhich regenerate oxygen and absorb the sound waves from the jet engines.

It is a still further object of the present invention to provide a novelairport construction having the foregoing characteristics and which canbe economically constructed and affords sufficient area for expansionincluding two additional runways.

These and further objects and advantages of the present invention willbecome more apparent upon reference to the following specification,appended claims and drawings wherein:

FIG. 1 is a perspective view of an airport constructed in accordancewith the present invention and illustrating the orientation of therunways, instrument landing facilities terminal area, connecting stub orshort taxiways, and treelines;

FIG. 2 is a view similar to FIG. 1 with the airport sited in an aqueousenvironment and illustrating further the possible locations of minimumlength culverts for waterflow, and protection of marine life; and

FIG. 3 is a plan view of the airport construction illustrated in FIG. 1illustrating the landing, takeoff and taxiway paths of inbound andoutbound aircraft.

Referring now to the drawings, particularly to FIG. 1, there isillustrated an airport constructed in accordance with the presentinvention including a terminal area T.A. having one or more buildingshousing the usual passenger and baggage handling facilities, aircraftmaintenance areas, and other facilities ancilliary to operation of anairport. Spaced on opposite sides of the terminal area are a pair ofrunways R-1 and R-2, each having a length sufficient to accommodateaircraft landings and takeoffs. A significant feature of the presentinvention wherein a high capacity airport having minimum environmentaleffect is provided resides in the orientation of the runways relative tothe terminal area. As illustrated in FIG. 1, the runways R-1 and R-2extend in generally parallel relation one to the other on opposite sidesof the terminal area T.A. End portions and 12 of runways R-1 and R-2respectively terminate near or proximate terminal area T.A. with therunways extending therefrom in opposite directions and terminating inrespective runway end portions 14 and 16 adjacent opposite ends of theairport. Conventional aircraft landing approach facilities 18 and 20,for example, glide paths 11 and 13, approach lights and I7, and middlemarkers I9 and 21, are respectively located adjacent the remote ends ofrunways R-1 and R-2 as illustrated while localizers 23 and 25 arelocated beyond the proximate end portions 10 and 12. Short or stubtaxistrips T-I and T-2 connect the proximate end portion 10 of runwayR-] with the terminal area T.A. Similar short or stub taxistrips T-3 andT-4 connect the proximate end portion 12 of runway R-2 with the terminalarea T.A. Since the proximate end portions 10 and 12 of runways R-1 andR-2 respectively lie on substantially diametrically opposite sides ofthe terminal area, as illustrated, the taxiways T-l T-4 extendsubstantially radially from the terminal area T.A., and thus comprisetaxiways connecting the runways with the terminal area throughsubstantially the shortest possible distance.

In order to fully appreciate the extent to which the foregoing describedairport construction provides significantly improved aircraft landingand takeoff capacity as well as reduced effects on the quality of theenvironment in which the airport is sited, reference is made to FIG. 3wherein the paths of inbound and outbound aircraft are illustrated. Itwill be appreciated that each of the runways can be utilized for eithertakeoffs or landings. Depending upon wind direction, aircraft would landon the remote end portions 14 or 16 of the runways R-1 and R-2respectively in a direction toward the terminal area T.A. Thus, at thetime that an aircraft has obtained a runway speed permitting taxiingoperations, it has already obtained a position on the runway relativelyclose to the terminal area T.A. and near the taxistrips T-l, T-2, T-3 orT-4 as the case may be. Thus, the taxiing distance and time for movementof the landed aircraft into the terminal area is substantially reducedin comparison with existing airport designs wherein parallel taxistripsextending distances substantially on the order of the runway lengthitself must be traversed. It will also be appreciated that the taxiingdistance and time for a departing aircraft to move from the terminalarea T.A. into an initial takeoff position on the proximate end portionof either runway R-l or R-2 is similarly reduced due to the location ofthe runways relative to the terminal area permitting the use of short orstub taxistrips. Thus, taxiing time and distance for .aircraftdepartures is also significantly reduced in comparison with taxiingtimes and distances necessary in existing airports. It will also beappreciated that, with the foregoing design, simultaneous aircraftlandings and takeoffs can be accomplished on the separate runways due totheir parallel but offset relation one from the other.

The foregoing described airport construction significantly reduces theeffects of airport operation on the quality of surrounding environment.Particularly, it will be noted that each runway R-1 and R-2 hassufficient length to accommodate aircraft landing without use of reversethrusters thereby eliminating the considerable and increased noise andobjectionable emissions from jet engines attributable to such use.Further, since the taxiing time and distance is reduced in comparisonwith existing airports due to the particular relative location of therunways and terminal area of the airport construction hereof, the noiseand air pollution is thus also correspondingly reduced. Further, thenose and air pollution generated by taxiing operations is, in accordancewith the present invention, concentrated in the central portion of theairport spaced well inside the perimeters of the airport wherebypollution of areas surrounding the airport is further reduced.

As a further measure to reduce the effects of noise and air pollution,the airport is oriented such that strip groves of trees may be plantedalong the entire length of the exterior clearance lines of all runwaysand around the remainder of the airport perimeter. Such strip groves areindicated at 22. These plantings dissipate the pollution from enginenoise and serve to regenerate the oxygen supply in the immediate area.

It is a further feature hereof that the foregoing described airport canbe readily expanded by the addition of two runways, the airportobtaining the foregoing described features notwithstanding suchadditions. Particularly, one or more runways R-3 and R4 extendingparallel one to the other and to the runways R-1 and R- 2 may beprovided on opposite sides of the terminal area T.A. with theirproximate end portions 24 and 26 spaced on substantially diametricallyopposite sides of the terminal area. The runways R-3 and R-4 extend fromtheir proximate end portions 24 and 26 in opposite directions distancessufficient to accommodate both aircraft landings and takeoffs andterminate in end portions 28 and 30 respectively. Runways R-3 and R4also have separate landing approach facilities 32 and 34 respectivelyand including localizers 33 and 37 beyond the proximate ends of runwaysR-3 and R4. Runways R-3 and R4 are laterally offset from runways R-1 andR-2 whereby simultaneous aircraft departures and landings can beaccomplished. Also, short taxistrips T-S and T-6 connect the proximateend portion 24 of runway R-3 with the terminal area T.A. Short taxis- 1trips T-7 and T-8 connect the proximate end portion 26 of R-4 with theterminal area T.A. The arrangement of runways R-3 and R4 and theassociated taxistrips is similar to the arrangement of runways R-1 andR-2 and their associated taxistrips whereby minimum taxiing time anddistances are obtained for both landings and takeoffs and the effects onthe quality of the environment are similarly reduced.

It will be appreciated that the various taxiways hereof do not cross oneor more of the runways R-l R-4, thereby enhancing the safety aspects ofcontrol of ground taxiing aircraft. Also, the foregoing describedairport construction is readily accessible to land vehicular traffic viaroadways 35, 36 and 38 which also do not cross the runways ortaxistrips. Further, the areas denoted 40 and 42 provide additionalterminal area for expansion between runways R-1 and R-3 and betweenrunways R-2 and R-4 respectively as the airport facility grows.

The foregoing described airport layout may also be sited inan aqueousenvironment. The novel longitudinal unit design permits the constructionof reasonably short culverts or sluiceways under the runways or taxiwaysto facilitate tidal flows and aid in the protection of normal marinegrowth and activity. For example,

i and referring now to FIG. 2, the runway terminal'area T.A. andtaxiways described with respect to FIGS. 1 and 3 are illustrated in anaqueous environment, generally indicated 44. It will be appreciated thatany suitable construction for support of the runways, taxistrips andterminal area in an aqueous area may be provided, this beingconventional construction not forming a part of this invention. Culverts46, 48, 50 and 52 may be disposed under runways R-l R-4 respectivelywith even smaller culverts 54 and 56 being provided under the connectingroadways 36 and 38. This design minimizes the effect on the environment.

It is a particular feature of the present invention that the flow ofaircraft in landing and taking off is through the airport, that is, fromone end of the airport to its opposite end. Particularly, aircraft landat one end of the airport on one of the runways and approach theterminal area where passengers and/or freight are offloaded. Afterloading, the aircraft leaves the terminal area and moves to theproximate end portion of the other runway. The aircraft thus departsfrom the opposite end of the airport from which it landed. ln essence,the aircraft flow from one end of the airport to the opposite endwithout encountering crossing aircraft.

The invention may be embodied in other specific forms without departingfrom the spirit or essential characteristics thereof. The presentembodiments are therefore to be considered in all respects asillustrative and not restrictive, the scope of the invention beingindicated by the appended claims rather than by the foregoingdescription, and all changes which come within the meaning and range ofequivalency of the claims are therefore intended to be embraced therein.

What is claimed and desired to be secured by United States LettersPatent is:

1. An airport comprising a terminal area, first and second runwaysdisposed along respective first and second laterally spaced generallyparallel lines, said terminal area lying substantially wholly betweenand not intersecting said lines, a third runway disposed along a thirdline laterally spaced from and generally parallel to said first andsecond lines, said third line lying on the same side of said terminalarea as said first line and laterally spaced from said terminal area,each of said runways having a length sufficient to accommodate aircraftlandings and take-offs and not substantially longer than to accommodatea single landing or take-off, each of said runways having an end portionmore proximate said terminal area than its opposite end portion, saidproximate runway end portions being spaced from said terminal area withsaid second and third runways extending in like directions from theirproximate end portions and said first runway extending in the oppositedirection from its proximate end portion, said third runway extendingfrom its proximate end portion in a direction generally opposite to thedirection that said first runway extends from its proximate end portion;at least one taxiway connecting each of said proximate runway endportions and said terminal area, said second and third runways beinglocated wholly on one side of a line normal to said parallel lines andpassing through the terminal area with said first runway lying wholly onthe opposite side of said line.

2. An airport according to claim 1, including a fourth runway disposedalong a fourth line laterally spaced from and generally parallel to saidparallel lines, said fourth line lying on the same side of said terminalarea as said second line and being laterally spaced from said terminalarea, said fourth runway having a length sufficient to accommodateaircraft landings and take-offs and not substantially longer than toaccommodate a single landing or take-off, said fourth runway having anend portion more proximate said terminal area than its opposite endportion and spaced from said terminal area, said fourth runway extendingin a like direction from its proximate runway end portion as said firstrunway extends from its proximate end portion, at least one taxiwayconnecting the proximate runway end portion of said fourth'runway withsaid terminal area, said fourth runway being located wholly on one sideof the line normal to the parallel lines and on the same side thereof assaid first runway.

3. An airport according to claim 2 wherein said proximate runway endportions lie on generally opposite sides of said terminal area, landingapproach facilities extending beyond said opposite ends of each of saidrunways, and means extending substantially about the periphery of saidairport for abating noise and air pollution.

4. An airport according to claim 2, wherein the taxiway connecting anyone of said runways with said terminal area does not intersect any oneof the other of said runways.

5. An airport according to claim 2, including a roadway connected withsaid terminal area and extending between the proximate runway endportions of said first and third runways.

6. An airport according to claim 1, wherein the taxiway connecting saidfirst runway and said terminal area does not cross said third runway,the taxiway connecting said third runway and said terminal area notcrossing said first runway.

7. An airport according to claim 1, situated in an aqueous environment,at least one culvert underlying and extending between opposite sides ofone of said runways.

8. An airport according to claim 1, wherein said proximate runway endportions lie on generally opposite sides of said terminal area, landingapproach facilities extending beyond said opposite ends of each of saidrunways, and means extending substantially about the periphery of saidairport for abating noise and air pollution.

9. An airport design according to claim 1 wherein said abatement meansincludes groves of trees substantially surrounding said airport.

1. An airport comprising a terminal area, first and second runwaysdisposed along respective first and second laterally spaced generallyparallel lines, said terminal area lying subStantially wholly betweenand not intersecting said lines, a third runway disposed along a thirdline laterally spaced from and generally parallel to said first andsecond lines, said third line lying on the same side of said terminalarea as said first line and laterally spaced from said terminal area,each of said runways having a length sufficient to accommodate aircraftlandings and take-offs and not substantially longer than to accommodatea single landing or take-off, each of said runways having an end portionmore proximate said terminal area than its opposite end portion, saidproximate runway end portions being spaced from said terminal area withsaid second and third runways extending in like directions from theirproximate end portions and said first runway extending in the oppositedirection from its proximate end portion, said third runway extendingfrom its proximate end portion in a direction generally opposite to thedirection that said first runway extends from its proximate end portion;at least one taxiway connecting each of said proximate runway endportions and said terminal area, said second and third runways beinglocated wholly on one side of a line normal to said parallel lines andpassing through the terminal area with said first runway lying wholly onthe opposite side of said line.
 2. An airport according to claim 1,including a fourth runway disposed along a fourth line laterally spacedfrom and generally parallel to said parallel lines, said fourth linelying on the same side of said terminal area as said second line andbeing laterally spaced from said terminal area, said fourth runwayhaving a length sufficient to accommodate aircraft landings andtake-offs and not substantially longer than to accommodate a singlelanding or take-off, said fourth runway having an end portion moreproximate said terminal area than its opposite end portion and spacedfrom said terminal area, said fourth runway extending in a likedirection from its proximate runway end portion as said first runwayextends from its proximate end portion, at least one taxiway connectingthe proximate runway end portion of said fourth runway with saidterminal area, said fourth runway being located wholly on one side ofthe line normal to the parallel lines and on the same side thereof assaid first runway.
 3. An airport according to claim 2 wherein saidproximate runway end portions lie on generally opposite sides of saidterminal area, landing approach facilities extending beyond saidopposite ends of each of said runways, and means extending substantiallyabout the periphery of said airport for abating noise and air pollution.4. An airport according to claim 2, wherein the taxiway connecting anyone of said runways with said terminal area does not intersect any oneof the other of said runways.
 5. An airport according to claim 2,including a roadway connected with said terminal area and extendingbetween the proximate runway end portions of said first and thirdrunways.
 6. An airport according to claim 1, wherein the taxiwayconnecting said first runway and said terminal area does not cross saidthird runway, the taxiway connecting said third runway and said terminalarea not crossing said first runway.
 7. An airport according to claim 1,situated in an aqueous environment, at least one culvert underlying andextending between opposite sides of one of said runways.
 8. An airportaccording to claim 1, wherein said proximate runway end portions lie ongenerally opposite sides of said terminal area, landing approachfacilities extending beyond said opposite ends of each of said runways,and means extending substantially about the periphery of said airportfor abating noise and air pollution.
 9. An airport design according toclaim 1 wherein said abatement means includes groves of treessubstantially surrounding said airport.